Locomotive-engineer&#39;s alarm.



PATENTED SEPT. 8, 1903.- E. MGCLINTOGK. LOCOMOTIVE ENGINEERS ALARM.

APPLICATION FILED FEB. 5. 1903.

5 SHEETS-SHEET 1r N0 MODEL.

.w RS vx %\h\ l-kwrlmmlmm@ Nnvnuhubmmw PATENTED SEPT. 8, 1903.

E. MOGLINTUGK. LOGOMOTIVE ENGINBER'S ALARM. Y

APPLICATION FILED PEB. 5, M308.

5 SHEETS-SHEET 2.

FO MODEL.

BATBNTED SEPT. a, 1903.

MUCLINTOQK.l LUGOMOTIVE ENGINEERS; ALA-@M APPLICATION FILED FEB.55,13*035'.

5 SHEETS-SHEET 3.

no mmm;I

@www

in: Norms Firms cov. PHOTO-umn., wAsHmcwN. u. c.

PATBNTED SEPT. 8, 1.903.

E. MOCLINTCK. l LOCOMOTIVE ENGINEERS ALARM.

APPLICATION FILED FEB. 5. 1903.

5 SHEETS-S N0 MODEL.

NFCZL'M [o fr 81,6301( dal #A1241 for-nays ms Norms persas cc, mmamwoWASHINGTON. n. c

No. 738,468. PATENTBD SEPT. 8, 1903.

3E. MUGLINTOGK. v LOGOMOTIVE ENGINEERS ALARM.

APPLICATION FILE) PEB. 5. 1903.

l0 IODEL.

| 1| H will.: I IMM! ms cams Parana co, vlnoro-Lnno., wAsmNaTaN, o. c.

ire. temes.

UNITED STATES Patented September 8` 1903. l

PATENT OFFICE.

LOCOMOTIVE-ENGINEERS ALARM.

SPECIFICATION forming part of Letters Patent N0. 738,468, dated.September 8, A1901*.

Application led February 5, 1903. Serial No. 142,084. (No model.)

To all whom, it may concern:

Be it known that I, EDWARD MCCLINTOCK, of Merriam Park, Ramsey county, Minnesota, have invented certain new and useful Improvements inLocomotive-Engineers Alarms, of which the following is a specification.

My invention relates to alarm mechanisms; and the object of theinvention is to provide automatically-operating means for preventinghead or rear end collisions on railroads by Warning the engineers ofbothtrains when they have approached within a certain predetermineddistance of each other.

A further object is to provide means of Warning an engineer when histrain approaches an open switch, a burned bridge or culvert, a floodedsection of track, or a train on another railroad at a crossing-point.

A further object is to provide means in counection with the signalwhereby when the alarm has been sounded the engineers can establish atelegraphic or telephonie communication betweentheir enginesL A furtherobject is to provide signaling means to facilitate the switching of longtrains, and a still further object is to provide means whereby a stationagent can commu` nicate with the engineer of a train that has passed astation without orders or through the misunderstanding of orders.

Other objects of the invention will appear from the following detaileddescription.

The invention consists generallyin providing circuit-closing auxiliaryrods or rails between or near the main-track rails and dividing theminto blocks or sections that are insulated from the ground, the mainrails, and each other, the rails Aon one side` of each block at the endsthereof lapping by or breaking joints with the corresponding rails onthe other side, and trucks arranged to run uponV `ingcontinuously-operating pole-changing devices and means for automaticallylocking them when the circuit Iis closed by the presence of twotrains inthe same block or a damaged or flooded section of track that wouldVderail a train entering that block.

line a: a: of Fig. l.

Further, the invention consists in providing means in connection with aswitch and a bridge or culvert which will close the circuit should theswitch be left open or the bridge or culvert burned or Hooded and soundan alarm in the locomotive-cab when the train enters the block in whichtheswitch, bridge, or culvert may be located.

Further, the invention consists in various constructions andcombinations, all as hereinafter described, and particularly pointed outin the claims.

In the accompanying drawings, forming part of this specification, Figurel is a plan view of the mechanism. that is placed in the cab of thelocomotive, showing two independent circuits A and B to the trucks orshoes on the track-rails. Fig. 2 is a section on the Fig. 3 is adetailed plan View of one of the pole-changing devices. Fig. 4 is asection on the line a .e of Fig. 3, and Fig. 5 is a section on the liney y of Fig. l. Fig. 6 is a plan View of the forward trucks of thelocomotive, showing the auxiliary contact-trucks in position on therails. Fig. 7 is a longitudinal section through the truckframe, showingthe manner of supporting the auxiliary trucks on the locomotive-frame.Fig. 8 is a detail sectional view of the auxiliary trucks, showing themeans for yieldingly holding them on the rails. Figs. 9 and l0 aredetails of the insulating-joint between the auxiliary or small rails ofthe track. Fig. l1 is'a side elevation of a locomotive, showing myinvention applied thereto. Fig. l2 is a detailed view of the interior ofthe locomotive-cab, showing the position of the alarm mechanism therein.Fig. 13 is a plan view of a switch with my invention applied thereto.Fig. letis a detail of the same. Fig. l5 is a detailed view showing adevice to be operated by the foot of the engineer to cut out the alarmmechanism when the engine is used for switching. Fig. 16 is a plan viewof the cut-out mechanism, and Fig. 17 is a detail of the same. Fig. 18is a transverse view of a bridge, showing a connection between the railsthat will close the circuit in case a bridge is burned.V Fig. 19illustrates the manner of insulating the connecting-bars from the railson a bridge. Fig. 2O shows circuit-closing devices used in connectionwith a bridge and operating to close the circuit and warn the engineerof an approaching train in case of a flood and high water at the bridge.Fig. 21 is a plan View of a ninety-degree railroadcrossing. Fig. 22 is asimilar view of a highway-crossing.

In the drawings, 2 represents a suitable base adaptedl to be secured inthe cab of a locomotive and whereon the alarm mechanism is arranged. Ihave shown two independent pole-changing circuits, which I willdesignate as A and B, one connected with the main and auxiliary rails onone side of the track andthe other with the corresponding rails on theother side, and as each circuit is a duplicate of the other it will besufficient in this case to describe one of them only, the functions andoperations of the other being substantially the saine. The necessity ofemploying two circuits will hereinafter appear.

3 and 4 are semicircular plates (see A circuit) secured to the base 2and having their ends insulated from each other by being suitably spacedor separated by an insulating material, as desired. These plates formthe contacting surfaces over which the wheels ofthe A-circuitpole-changer operate. 5 is an axle loosely and centrally mounted on thestud 6 and yieldingly held against vertical movement by a spring 13,provided on said stud between its head and the axle. 8 and 9 are wheelsmounted on the ends of the axle 5, of insulating material, in' bearings10 and 11 and travel over the plates 3 and 4 and are yieldingly heldrthereon by the spring 7. An arm 12 is mounted on the stud 6 andconnected with the ends of the axle 5 by coiled springs 7, which allowmovement of said arm independently of the axle, and a link 14 pivotallyconnects the end of the arm 12 with a rod 15, that is arranged toreciprocate in guides 16 on said base 2. The rod 15 is connected by apitman 17 with a crank-pin 18 on a gear 18,

that is mounted in bearings in a bracket 19 on the said base, and theteeth of said gear mesh with a pinion 2O on a shaft 2l, that is alsomounted in said bracket and is provided with a driven pulley 22, whichis connected by a belt 23 with a pulley 24 on a tumblingrod 25, arrangedon the locomotive-boiler and l connected by a knuckle-joint with a rod26,

that is driven by a beveled-gear mechanism on a shaft 26', which in turnis operated by a belt from the forward trucks of the locomotive.- Thegear mechanism and the belt connection being of ordinary constructionare not shown or described in detail herein. The speed at which thepulley 22 is driven can of course be readily regulated by the size ofthe pulley employed on the tum bling-rod and the gears connecting saidrod with the truck. The rapidity of reciprocation` of the rod 15 'i canalso be governed by the gear connection between the pitman 17 and thepulley.

The contact-plates`3 and 4 and the wheels traveling thereover form thepole-changer of the A circuit, and on the other side of the rod 15 Iprovide a duplicate pole-changer for the other or B circuit. Theseindependent circuits are necessary to prevent the possibility of twotrains meeting at the abutting ends of two blocks.

27 represents the main-track rails, and 28 and 29 small auxiliary railsthat are arranged parallel with each other and with the main railsbetween the latter near the middle of the track or close to said mainrails on the inside or on the outside, if preferred. These small railsare of any suitable conducting material and are insulated from the mainrails, the ground, and each other. In some cases it may be preferable toarrange these auxiliary rails directly upon the lianges of the mainrails, insulating theml therefrom; but for convenience of illustration Ihave shown them arranged about midway between the said main rails. Iprovide insulation 30 between the joints of the rails 28 and 29,dividing them into sections or blocks that are preferably six mileslong, the insulation on one side alternating half-way of each block withthat on the other side, so that the ends of the blocks lap by or breakjoints with each other, as shown in Fig. 6, and the rails on one side ofeach block being in the A circuit and the corresponding rails on theother side in the B circuit it will be-impossible for the trains toapproach nearer than three miles of each other without one of thecircuits being closed in both engines and the alarm sounded.-

3l is a locomotive truck-frame wherein the trucks 32 are mounted, andupon said frame an auxiliary frame 33 is pivoted, wherein axles 34 and35 are mounted. Trucks 36 and 37 in the A circuit are mounted on theaxles 34 and insulated therefrom and from each other by bushings 38.Similar trucks, 39 and 40,

for the B circuit are mounted on the shaft 35 and are insulatedtherefrom in the same manner as the trucks of the A circuit. Thebearings 4l for the shafts 34 and 35 are slidably mounted on rods 42,that are pivot/ally connected withthe downwardly-turned ends 43 of aplate 44, that is bolted to the truckframe 3l. Springs 45 are providedon the said rods 42 and yieldingly hold the said bearings 41 depressedand the trucks of both circuits in contact with the main and auxiliaryrails of those circuits with a yielding pressure. (Scelfigs. 'Zand 8.)Binding-posts 46 and 47 are provided for the trucks of both circuits,and Wires 48a and 49a connect the posts ofthe A circuit respectivelywith a post 50a and with a telegraph-keyl, mounted on a plate 52L on thebase 2.. A section of wire 53fL connects the post 50a with the wheel 9of the A-circuit pole-changer and is suitably coiled to allow movementof the wheel back and forth over the contact-plates. A wire 54a leadsfrom the key 5l of said circuit to a post 55, that is connected by awire, similar to the wire 53a, with the other Wheel 8, also of theA-circuit pole-changer. An electromagnet '56z is mounted on the plate52a,

IIO

and Wires 57a and 58a' lead therefrom respectively through a battery tothe contactplates 3 and 4 ot the A-circuit pole-changer.

59a is the magnet-armature pivoted on the plate 2 and held out ofcontact with the magnets by a spring 60 and pivotally` connected with apin 61, that reciprocates in guides 62 on said plate. This pin has atapered end adapted to enter notches 63 in a rod 64, that reciprocatesin guides 65 on said plate and is pivotally connected by a link 66 Withthe axle 5 of the A-circuit ,polechanger between its pivot and the Wheel9. The oscillation of said axle Will consequently impart a reciprocatinglongitudinal movement to the rod 64.

If a similarly-equipped locomotive enters a block from either directionwhile another locomotive is in that block, the circuit A will be closedthrough the Wires 48a` and 53a to the wheel 9, throughthe wire 5Sa,fromthe magnets to the plate 4, from the plate4 through thewires 53L and542L to the key 51, and from the key through the Wire 49 to the Vtruck37, thence along the rail and through the corresponding circuit of theother locomotive to the outer rail, closing the circuits simultaneouslyin both locomotives. The closing of the circuit Will energize the magnetand attract the armature 59, move the piu 61 into one of the notches 63in the rod 64 and lock said rod against reciprocation, and the axle 5against further movement over the contact-plates. If` the locomotivesapproach each other on adjacent blocks and come within the three-milelimit, assuming that to be the danger zone, the A circuit will beclosed, provided the contact of the rails on that sideis unbroken;otherwise the B circuit will be closed. To sound an alarm when thecircuit is closed in this manner, I prefer to provide an independentvbell-circuit in connection with each ot the .its magnet will draw inthe pin G1 and the arm 69, closing the alarm-bell' circuit and soundingthe alarm in both engines. As soon as the bell begins to ring theengineers, being notified ofthe proximity of other engines, will bymeans of the telegraph-keys 5l in each cab communicate with 'each otherthrough the bells and the Morse code or any other system of signaling,if preferred. A telephone attachment may also be used in connection withor in place of the telegraphic key, if desired. To prevent movement ofthe pole-changers of the closed circuit and the rods 64 during theoperation of telegraphing from one engine to another while the enginesare in motion, I prefer to provide a key 73,

secured on the base 52a near the rod 64 and adapted to enter the notches63 Without in any way interfering with the movement of the pin 61.Whenever, therefore, the engineers desire to communicate with eachother, they will press the keys 73 and lock the polechangers, which willbe released by the pins 61 as soon as the circuits are broken by themovement of the keys. While the engine is in motion both pole-changerswill be oscillated continuously, changing the poles of their respectivecircuits from positive to negative, and vice versa, the use ofpole-changers being necessary through the presence of a battery in alllocomotives, and as each locomotive is equipped with a similar apparatushaving cont-inuously-operatingpole-changers a circuit will always beestablished through one of the circuits A or B and through eachlocomotive as soon as they enter the same block regardlessof whichdirection the trains aremoving.' ThecircuitB,throughthetrucks 39 and 40and the rail 29 and the adjacent main ra-il 27, will be closed in asimilar manner to the circuit A, above described, and with locomotivesequipped with both of these circuits and continuously operatingpolechangers it will be impossible for them to be in the same blockeither going in the same 'or opposite directions or approach each otherWithin a certain predetermined distance` on different blocks Without oneof the circuits being closed through both locomotives and bothalarm-bells sounded. I

The B circuit is constructed and operates in the same manner as the onedescribed, and hence requiresA no detailed description. I have used theexponent a with the referencefigures for the more important parts ofthev A circuit, and to avoid confusion I employ exponent ZJ with thecorresponding referencefigures of the B circuit.

To prevent a train from running into an open sWitch,I insulate a section74 of the main track, as shown in Fig. 13, and provide a box 74 betweenthe switch-stand 75 and the track and having a series ot contact-plates759 and 76a and 75b and 76h. NVires 77a and 73a connect the plates 75aand 76a with the track-rails of the A circuit, and similar wires 77h and781 connect plates 75b and 76b with the track-Wires of the B circuit, asindicated by the diagram Fig. 14. A plate 80i is slidably arrangedwithin the boX 74 and provided with a series of spring-iingers 31a and82a and 81b and 82", arranged in pairs on plates 81 in the A and Bcircuits, that are insulated from each other. Movement of the slidingplate 80 causes contact between the springfingers and the plates 75a and76n and 75b and 76h, so that if a train having its locomotive equippedwith a signal mechanism approaches the switch from either direction oneofthe rcircuits will be closed and the alarm-bell sounded as soon as itenters the block in which the switch is located. Any suitable means maybe provided for operating the IOO IIO

plate from the switchstand mechanism;

It is sometimes desirable to render the`mechanisminoperative-as,forinstance,when the engine is used in switchingat a station or yard-and I therefore provide a plate 84, secured in thecab, and mount binding-posts a and 86L thereon and insulate them fromeach other and connect them with the wires of the A circuit, and I alsoprovide posts 85b and 86", connected with the wires of the B circuit.Between these wires I provide a pivoted foot-operated lever 87, havingcontact-plates 88EL and 89a and 88b and 89b arranged to engagecontact-points 90a and 91L and 90b and 91h'. Whenv the engine is to beused for switching, the engineer will place his foot on the lever 87 andpressing down on the same against the tension of a spring 87 break bothof the A and B circuits, cutting out the entire alarm apparatus untilsuch time as the lever is allowed to return to its normal position.

In Fig. 18 I have shown a portion of a wooden bridge, which I designateby reference-numeral 92. The main and auxiliary rails are laid uponthetimbers of the bridge in the usual manner, and to warn the engineer ofan approaching train in case the bridge is burned I provide bars 93@Land 93h,

Aconnecting the rails of the A and B circuits.

The bars are preferably hooked over the flanges of the rails at one eudand at the other are connected to the flanges of the other rails bybolts 94, that are insulated from said flanges by bushings 95. (See Fig.19.) Should the bridge be destroyed by fire, the bushings will beconsumed and the bolts coming in contact with the rail-flanges willclose the circuits, and should a locomotive approach the bridge fromeither side an alarm will be sounded to notify the engineer that thebridge is in a dangerous condition. In Fig. 20 I have shown a bridgeequipped with mechanism for closing the circuits in case of a flood,where the bridge becomes dangerous to cross because of the high water.This circuit-closing means consists in arranging a timber 96 below thebridge-timbers and supporting it upon a series of hangers 97, arrangedat the ends and near the middle portion, preferably, of the timber 96. Aseries of arms 98a and 98b are mounted on the timber 96 below the y mainand auxiliary rails, there being one pair of arms for each rail and theflanges of the rail-base resting on the bridge-timbers between the armsof their respective pairs. The arms are provided with teeth 99, and thearms of each pair are connected by wires 100m and 100", and the adjacentarms of the pairs in the same circuit are connected by wires 101a and1011. When the water rises suffi- 4"isefies ciently high to float thetimber 96, the arms will be raised and a circuit established from eachauxiliary rail to the adjacent main rail. I may use both of thesedevices on a bridge, so that an engineer will be notified when thebridge is in a dangerous condition either from lire or high water. InFig. 21 I have shown a ninty-degree railroad-crossing and I haveconnected the rails of the A circuit of one railroad with thecorresponding rails of the same circuit on the other railroad by wires102a and 10321, and in a similar manner have connected the B circuits ofthe two railroads by wires 102b and 103". The rails to which the wiresare connected are insulated from the intersecting portions of the trackon the crossing. If two trains are approaching each other on the sametrack, an alarm will be sounded in both engines as soon as they enterthe block upon each side of the crossing. An alarm will also be soundedin each locomotive if a train is approaching the crossing on both of therailroads.

In Fig. 22 I have shown the rails of an ordinary street or highwaycrossing, Where a section of the middle rails is insulated at each endand wires 104Ca and 104b connect the auX- iliary rails and lead aroundthe -insulated section. This insulatedsection of the middle trackprevents short-circuiting of the alarm system in case a metallicconnection should be made between the rails, as when a sleigh withmetallic lrunners or a wagon is passing over the crossing. A

The operation, briefly, of my alarm system ICO is as follows: Theapparatus being installed in the cab of a locomotive and connected withsome moving part, the pole-changing devices will be oscillated, movingback and forth over their contact-plates and continuously changing thepoles while the engine is in motion. If two locomotives are approachingeach other either in the same or adjacent blocks or two locomotives aresimilarly situated moving in the same direction, either the A or Bcircuit through both locomotives will be closed, the pole-changers forthat circuit will be automatically locked, the alarm circuits closed,andthe bells sounded. The engineers can then by means of the keys and thebells communicate with each other, ascertain the distance betweenthem,and compare their orders. If a train approaches a burning orflooded bridge, the circuit will be closed in a similar manner and awreck averted. A station agent can signal to an engineer of a trainafter it has passed a station, and by merely connecting the rails with achain or iron bar the brakeman at the rear end of a long train cancommunicate with the engineer and greatly facilitate the handling oflong freight or other trains.

I have shown each pole-changer circuit equipped with a battery forsupplying the electrical energy necessary for the successful operationof the device; but it will be understood that a dynamo may be usedinstead IIO of the batteries, if preferred. The abutting ends of theauxiliary rails except at the ends of the blocks will be connected bycopper or other Wire to insure a good contactand trans mission of thecurrent from one rail to an` other in each block.

I have shown my invention used in connection with a steam railroad; butit is also applicable for electric roads, and where so used I may preferto increase the number ot auxiliary rails to four and avoid using themain rails.

The mechanism I have shown and described for carrying out my inventionmay be simpliied, and I do not wish to be confined to the details ofconstruction herein shown, the essential feature being the use of thepolechanging devices in each locomotive in circuit with rails that aredivided into insulated blocks with the rails on one side lapping bythose on the other side.

I claim as my invention- 1. The combination, with a locomotive and thetrack-rails, of the auxiliary rails divided into insulating-blocks whoserails on one side lap by or break joints with the corresponding rails onthe other side, trucks arranged to run upon said main and auxiliaryrails and insulated rorn each other, a plurality of oscillat-i ingpole-changing devices in the locomotivecab and having independentelectrical connections with the pairs of tracks forming independentcircuits, operative connections provided between said pole-changingdevices and a moving part-of the locomotive, a source of electricalenergy for each circuit, andl alarm-circuits in connection with eachpolechanging circuit.

` 2. The combination, and the track-rails,'of the auxiliary railsdivided into insulated blocks, trucks arranged to run upon said main andauxiliary rails and insulated from each other, a plurality ofoscillating pole-changing devices having electrical connectionsrespectively with the pairs of trucks and forming two independentpolechanging circuits, means for driving said pole-changing devicescontinuously from a` moving part of the locomotive, a source ofelectrical energy, and alarm-circuits in connection with saidpole-changing circuits.

3. The combination, with a locomotive and the track-rails, of theauxiliary rails divided into blocks that are insulated from the mainrails, the ground and each other, trucks arranged to run upon said mainand auxiliary rails and insulated from each other, aplurality ofoscillating pole-changing devices provided on the locomotive and eachhaving an independent circuit with one main rail and one auxiliary railthrough said trucks, means for operating said pole-changing devices, andcomprising a reciprocating rod operated between said pole-changingdevices, and links pivotally connecting said rod with said pole-changingdevices, a source of electrical energy for said circuits and alarm-cir-With the locomotive cuits provided in connection with said polechangingdevices.

4. The combination, with the track-rails, of the auxiliary rails dividedinto insulated blocks whose rails on one side lap by or break jointswith the corresponding rails on the other side, trucks arranged totravel upon said main and auxiliary rails and insulated from each other,pole-changing devices l0- cated in the locomotive-cab and each havingelectrical connections respectively with one main and one auxiliary railthrough the trucks thereon and forming independent circuits, means foroperating said pole-changing devices` continuously while the locomotiveis in motion, a source of electrical energy for each circuit,alarm-circuits in connection with each pole-changing circuit, and meansfor automatically locking the pole-changer when its circuit is closedand the alarm sounded for the purpose specified.

5. The combination, with the locomotive and the track-rails, of theauxiliary rails divided into insulated blocks whose rails on one sidelapV by or break joints With the corresponding rails on the other side,two oscillating pole-changing devices arranged upon each locomotive andhavingindependent electrical connections With one main rail and oneauxiliary rail and forming two independent circuits, one of which willbe closed through said rails when the locomotives are within a certainpredetermined distance of each other moving in the same or oppositedirections or when one is stationary, means for operating saidpole-changing devices continuously While the locomotives are in motion,a source of electrical energy in each locomotive, and

alarm-circuits arranged to be closed by the closing of a pole-changercircuit when two locomotives'enter the sameor adjacent blocks.

6. The combination, with the main and auxiliary rails, the latterdivided into insulated blocks Whose rails on one side lap by or breakjoints with the corresponding rails on the other side, of pole-changingdevices placed upon each locomotive and having independent electricalconnections with one main rail and one auxiliary rail, said circuitsbeing normally open and one of them being closed whentwo locomotivesenter the same block, means having yielding connections with saidpole-changing devices for operating them continuously While thelocomotives are in motion, a source of electrical energy for eachcircuit, alarm-circuits arranged to be closed by the closing of apole-changer circuit, telegraph-keys provided in said polechangercircuits, means for automatically locking a pole-changer when itscircuit is closed, and manually-operated means for locking apole-changer when its circuit is broken by the manipulation of atelegraphkey.

7. The combination, with the maingand auxiliary rails, the latterdivided into insulated blocks, of trucks arranged to travel IOO IIO

upon said auxiliary rails and insulated from each other, a pole-changingdevice provided upon each locomotive and having electrical connectionswith said trucks, means for operating said pole-changing device, asource of electrical energy for each pole-changing device, andalarm-circuits provided in connection with said pole-changing circuitsand arranged to be closed and an alarm sounded in each locomotive whensaid pole-changing circuits are closed by the entrance of twolocomotives into the same block, and magnets provided in said circuits,and reciprocating lneans actuated by the closing of the circuits throughsaid magnets to lock said polechanging devices.

8. The combination, with the main and auxiliary rails, the latterdivided into insulated blocks whose rails on one side lap by or breakjoints With the corresponding rails on the otherside, of trucks arrangedto run upon said main and auxiliary rails and insulated from each other,pole-changing devices provided in each locomotive-cab and each havingindependent electrical connections With one main and one auxiliary railthrough the trucks thereon, said pole-changing devices comprising platesinsulated from each other and oscillating axles having wheels to restupon said plates, a reciprocating rod having pivotal connections withsaid axles, means for operating said rod, a source of electrical energyfor each pole changer circuit, and alarm-circuits in connection witheach polechanger circuit.

9. The combination, with a locomotive and the track-rails, of theauxiliary rails divided into insulated blocks whose rails on one sidelap by'or break joints with the corresponding rails on the other side,trucks arranged to run upon said main and auxiliary rails and insulatedfrom each other, pole-changing devices provided in the locomotive-caband having independent electrical connections with the pairs of tracksthrough said trucks and forming independent circuits, means foroperating said pole-changing devices, a source of electrical energy andan alarm-circuit for each pole-changer circuit, and a switch, and amechanism arranged to close one of said circuits when the switch is openand a locomotive enters the block in which the switch is located.

10. The combination, with a locomotive and the track-rails, of theauxiliary rails divided into blocks that are insulated from the mainrails, the ground and each other, trucks arranged to run upon said mainand auxiliary rails and insulated from each other, polechanging devicesprovided on the locomotive and each having an independent circuit withone main rail and one auxiliary rail through said'trucks,and means foroperating said polechanging devices, a source of electrical energy forsaid circuits, and an alarm-circuit provided in connection with eachpole-changer circuit, and means Within control of the ening joints withthe corresponding joints of the rails on the other side, of trucksarranged to run upon said main and said auxiliary rails and insulatedfrom each other, polechangers having independent electrical connectionswith one main and one auxiliary rail through the trucks thereon, asource of electrical energy for each pole-changer circuit, andalarm-circuits connected with each polechanger circuit to sound an alarmin each locomotive when they approach within a certain predetermineddistance of each other, moving in the same or opposite directions, orwhen one locomotive is stationary.

l2. The combination, with the main and auxiliary rails, the latterdivided into insulated blocks whose rails on one side lap by or breakjoints with the corresponding rails on the other side, of trucksarranged to run upon said main and auxiliary rails and insulated fromeach other, pole-changing devices provided in each locomotive-cab andhaving independent electrical connections with one main and oneauxiliary rail through the trucks thereon, said pole-changing devicescomprising surfaces insulated from each other, and oscillating axleshaving contactwheels to bear on said surfaces, and means for operatingsaid axles, a source of electrical energy for each pole-changer circuit,and alarm-circuits provided in connection with each polef changercircuit.

13. In adevice ofthe class described,the combination, with the pole-changer plates insulated from each other, of oscillating axles havingcontact wheels to bear upon said plates, means for oscillating saidaxles, reciprocating rods yieldingly connected with said axles,pole-changer circuits, and means operated by the closing of saidcircuits to lock said rods and said axles.

14.-. Inadevice of the classdescribed,the combination, with theoscillating pole-changers, and means for operating the same, of thenotched reciprocating rods yieldingly connected with said pole-changers,pole-changer circuits, telegraph-keys provided in said circuits,reciprocating means arranged to engage the notches in said rods whensaid polechanger circuits are closed, and manuallyoperated means forengaging said notches to lock said rods and pole-changers when said polechanger circuits are intermittently opened and closed by the movement ofsaid keys.

l5. The combination, with alocomotive and the track-rails, of theauxiliary rails divided into insulated blocks Whose rails on one sideIIO IZO

said bearing-Wheels, a source of electrical energy for each circuit, andalarm-circuits provided in connection With each pole-changing circuit. Y

` In Witness whereof I have hereunto set my hand this 17th day ofJanuary, 1903.

EDVARD MCCLINTOCK.

In presence of- RICHARD PAUL, C. G. I-IANSON.

